JP4388353B2 - Railway vehicle - Google Patents

Description

  The present invention relates to a railway vehicle provided with snow accretion prevention means.

When a snowfall occurs on a railway vehicle, there is a problem that when the snow falling on the rail falls as a lump to the ground, the impact causes the stone called ballast on the track to jump up and damage the equipment under the floor.
In particular, a lot of snow has been observed in the gap where a carriage for supporting and driving the vehicle is present. In this bogie gap, the mainstream air flow including snow that flows along the surface of the vehicle (hereinafter referred to as main flow) peels off at the front closing plate in the traveling direction of the bogie gap, and the equipment inside the bogie Flows around and adheres to the backplate.
In general, snow accretion tends to occur in a stagnation region where the flow pressure is high and the flow velocity is slow. Therefore, in the bogie gap of the railway vehicle, the mainstream including snow is dammed up by equipment inside the bogie and a closing plate on the downstream side to form a stagnation region and generate snow.
Therefore, there are two methods for preventing the snow from falling on the bogie part: a method of locally controlling the flow by changing the shape around the snow spot, reducing the stagnation area that becomes the snow spot, and the mainstream including snow A method for suppressing the entry into the interior is conceivable.

Examples of methods for preventing snowfall by changing the shape around the snowfall location and reducing the stagnation area include JP-A-9-264011 and JP-A-10-204834.
The structure described in Japanese Patent Application Laid-Open No. 9-264011 does not generate a stagnation region of the flow on the surface of the road sign that becomes a snow landing point by installing a baffle plate in the vertical upper part of the road sign surface and flowing the flow in one direction. Is the method.
Further, the structure described in Japanese Patent Laid-Open No. 10-204834 is intended to prevent the snow accretion by reducing the stagnation region by changing the antiglare device itself from a prismatic shape to a cylindrical shape.

  Japanese Patent No. 3173255 is a method for suppressing the mainstream from entering the carriage. This is to reduce the noise by installing a cart cover that covers the cart device at the lower portion of the cart and suppressing the flow of the cart device.

Japanese Patent Laid-Open No. 9-264011

JP 10-204834 A Japanese Patent No. 3173255

As described above, when snow occurs in the lower part of the floor of a railway vehicle, the snow that has fallen into the snow falls into the ground, and the impact causes the stone on the track to jump up and damage the underfloor equipment with the raised stone. There is a problem.
In order to prevent this, when snow is detected, the traveling speed of the vehicle is currently limited. However, restricting the traveling speed goes against the recent high-speed era, so there is a very high demand for reducing the amount of snow on the undercarriage from the railway company.

  An object of the present invention is to provide a railway vehicle provided with snow accretion prevention means that can reduce snow accretion at an underfloor truck.

The above-mentioned purpose is that the vehicle body travels in the direction of travel with a gap formed by blocking plates provided on the front side and rear side of the vehicle body, and installed in this gap, with a carriage frame, and wheels at both ends. In a railway vehicle comprising a two-axle axle, an axle box in which a bearing that couples the axle is installed, and a carriage composed of a single link that couples the carriage frame and the vehicle body and transmits driving force . ,
In the gap portion, a rectifying member having a streamlined front and rear edge shape of the vehicle body is provided, and the rectifying members are installed in two locations in the sleeper direction of the carriage so as to avoid the one link, This is achieved by installing the lower surface so as to be substantially the same height as the floor lower surface of the vehicle body .

  Moreover, the said objective is achieved when the cross-sectional shape of the front edge and rear edge of the said baffle member is a circle | round | yen or an ellipse.

The above object is achieved by separating the rectifying member to the left and right with respect to the traveling direction of the vehicle and increasing the lateral dimension of the rectifying member perpendicular to the traveling direction of the vehicle to the outside of the axle box. Is done.

The above object is achieved by separating the rectifying member to the left and right with respect to the traveling direction of the vehicle and reducing the lateral dimension of the rectifying member perpendicular to the traveling direction of the vehicle to the inside of the wheel .

The above object is achieved by the fact that the rectifying member is movable in a lateral direction perpendicular to the traveling direction of the vehicle .

  ADVANTAGE OF THE INVENTION According to this invention, the rail vehicle provided with the snow accretion prevention means which can reduce the snow accretion of an underfloor trolley | bogie part can be provided.

By the way, a general railway vehicle bogie will be described with reference to FIG.
In FIG. 11, the carriage mounted on the vehicle main body 1 is installed in a gap formed by a closing plate 10 on the front side in the traveling direction and a closing plate 11 on the rear side. This carriage has two axles 3 with respect to the traveling direction 21, and the devices around the axles 3 are arranged in the same manner. In the case of a driving carriage, a wheel driving motor 4 is coupled to the axle 3 via a gear in a gear box 5 and rotates the wheel 2. In addition, it includes a bogie frame 6 and a shaft box 7 in which a bearing for coupling the axle 3 is built, and a single link 8 for coupling the bogie frame 6 and the vehicle body 1 to transmit driving force. In addition, two pressure increasing cylinder covers 9 are arranged on the left and right of the traveling direction at the center of the carriage.

The air flow around the general railway vehicle carriage will be described with reference to the schematic diagram of FIG.
In FIG. 4, the flow 22 including snow is greatly dammed by the pressure-increasing cylinder cover 9 with respect to the carriage mounted on the main body 1 of a general vehicle, and a stagnation region is formed in this portion to generate snow accretion 9A. Resulting in. In addition, in the center portion of the carriage in the lateral direction perpendicular to the traveling direction and the position of the axle box where there is no pressure-increasing cylinder cover 9, the snow-containing flow 22 enters the inside of the carriage and directly hits the carriage components. In addition, snowfall 9A occurs.

  In order to prevent snow on these undercarriage trucks, the two methods described above (the methods described in Patent Documents 1 and 2 and the method described in Patent Document 3) and the shape around the snowing point were changed. There are a method of reducing the stagnation region and a method of installing a cover that covers the bogie equipment at the bottom of the bogie, but these methods have the following problems.

  In the first method, which is to reduce the stagnation area by changing the shape around the snow-covered part, the railcar bogie includes wheels, axles, motors, gear boxes, axle boxes, pressure-increasing cylinder covers, etc. It is composed of many devices, and in order to prevent snowing of all these devices, it is necessary to change the shape of all the devices, which is problematic in terms of cost.

In addition, when a cart cover that covers the cart device is installed in the lower portion of the cart, which is the second method, there are the following problems, which will be described with reference to FIGS. 9 and 10.
In FIG. 9, the carriage mounted on the vehicle body 1 is installed in a gap formed by a closing plate 10 on the front side in the traveling direction and a closing plate 11 on the rear side. This carriage has two axles 3 with respect to the traveling direction 21, and the devices around the axles 3 are arranged in the same manner. In the case of a driving carriage, a wheel driving motor 4 is coupled to the axle 3 via a gear in a gear box 5 and rotates the wheel 2.
In addition, it includes a bogie frame 6 and a shaft box 7 in which a bearing for coupling the axle 3 is housed, and a single link (not shown) that couples the bogie frame 6 and the vehicle body 1 and transmits a driving force. Reference numeral 12 denotes a carriage cover, which covers a pressure-increasing cylinder cover (not shown) attached to the center of the carriage and two left and right with respect to the traveling direction of the vehicle. The carriage cover 12 covers the single link and the pressure increasing cylinder cover over a wide range.

  Certainly, it is possible to prevent snow on the under-floor truck by covering the entire carriage except the wheels with this carriage cover 12, but the fluid force fluctuation during traveling propagates from the carriage to the cover and vibrates. The installation of the cover is not realistic because of the generation of noise due to the fact that the carriage cover 12 interferes with the maintenance work of the carriage and makes the work difficult.

As a result of various investigations by the inventors of the present invention to reduce the amount of snow on the carriage without using the cover covering the entire carriage, the following examples were obtained.
Hereinafter, embodiments of the present invention will be sequentially described.

FIG. 1 is a plan view schematically showing a first embodiment of the present invention.
In FIG. 1, the carriage mounted on the vehicle body 1 is installed in a gap formed by a closing plate 10 on the front side in the traveling direction and a closing plate 11 on the rear side. This carriage has two axles 3 with respect to the traveling direction 21, and the devices around the axles 3 are arranged in the same manner. In the case of a driving carriage, a wheel driving motor 4 is coupled to the axle 3 via a gear in a gear box 5 and rotates the wheel 2.

  In addition, it includes a bogie frame 6 and a shaft box 7 in which a bearing for coupling the axle 3 is built, and a single link 8 for coupling the bogie frame 6 and the vehicle body 1 to transmit driving force. Reference numeral 13 denotes a rectifying member, and two rectifying members are installed in the direction of the sleepers of the carriage (one each on the left and right with respect to the vehicle traveling direction).

  Since this rectification member 13 is installed in two places on the left and right sides so as to avoid the single link 8, the single link 8 is in a state where it can be visually recognized from the vertically lower side. This leads to improved workability during maintenance.

FIG. 2 is a longitudinal sectional view of the streamline rectifying member in the first embodiment.
In FIG. 2, since the rectifying member 13 has a streamlined front and rear edge shape, a large stagnation region is not formed in the rectifying member itself, and snowfall of the rectifying member 13 itself can be reduced.

FIG. 3 is a schematic diagram showing the flow in the first embodiment.
In order to explain FIG. 3, the flow without a streamline rectifying member will be described in comparison with the schematic diagram of FIG. 5.
In FIG. 5, when there is no rectifying member 13, the snow-containing flow 22 flowing along the vehicle surface is once peeled off by the front closing plate in the vehicle traveling direction, enters a large amount in the bogie gap, and around the rear axle. Since it directly collides with other bogie equipment such as motors, gear cases, axle boxes, etc., this occurs as a lot of snowfall 7A and 11A.

On the other hand, when there is a streamlined rectifying member 13 as shown in FIG. 3, the mainstream including snow is once peeled off at the front blocking plate in the vehicle traveling direction, and once peeled off on the rectifying member surface, It snows on the downstream closing plate.
By attaching the flow to the streamline rectifying member in this way, it is possible to suppress the flow into the bogie gap and reduce the snow accretion of the bogie equipment. When the vertical lower surface of the rectifying member is substantially the same height as the lower surface of the vehicle floor, it is possible to greatly suppress the entry of the flow into the bogie gap and to greatly reduce snow accretion.

  Also, by increasing the lateral dimension of this streamline rectifying member perpendicular to the vehicle traveling direction to the outside of the axle box, almost all bogie equipment such as motors, gear boxes, axle boxes, etc. contained snow. Since the mainstream can be prevented from directly colliding, as a result, it is possible to prevent snowing of almost all cart equipment.

FIG. 6 is a view corresponding to FIG. 1 showing a second embodiment.
FIG. 6 differs from the first embodiment shown in FIG. 1 in that the lateral dimension perpendicular to the vehicle traveling direction of the rectifying member 13 installed in the bogie gap is shortened to the vicinity of the wheel.
As a result, the flow sandwiched between the two wheels does not change greatly from the embodiment shown in FIG. 1, so that the effect of preventing snow accretion can be obtained as in the first embodiment.

  On the other hand, since there is no streamline rectifying member 13 at the position of the axle box, the flow including snow rises from vertically below, the flow that collides with the axle box increases, and snow accretion is slightly worsened. However, since the flow corresponding to the axle box also flows in from the lateral side perpendicular to the vehicle traveling direction and greatly contributes to snow accretion from the lateral side, the influence of the increase in snow accretion due to the shortening of the rectifying member is not so great. Further, according to the present embodiment, workability during maintenance is improved as compared with the first embodiment.

FIG. 7 is a view corresponding to FIG. 1 provided with the third embodiment.
FIG. 7 is different from the first embodiment and the second embodiment in that the lateral dimension of the streamline rectifying member installed in the carriage gap is shortened to the inside of the wheel. is there.
Since the flow sandwiched between the two wheels does not change significantly from the embodiment shown in FIG. 1 and FIG. 2, the effect of preventing snow accretion can be obtained as in the first and second embodiments. On the other hand, in the wheel portion, since there is no rectifying member at the position of the wheel, although the flow including snow that hits the wheel increases, the deterioration of snow accretion is slight because the wheel itself rotates. Therefore, the effect of snowfall due to the shortening of the rectifying member is not so great.
According to this embodiment, the workability during maintenance is further improved as compared with the second embodiment.

FIG. 8 is a view corresponding to FIG. 2 showing a fourth embodiment.
This embodiment is different from the first, second, and third embodiments in that the shape of the front and rear edges of the rectifying member installed in the bogie gap is a circle or an ellipse.
Even in such a case, since the flow straightening member itself does not form a large stagnation region, it is possible to reduce the snow accretion of the flow straightening member itself, and the flow of the entire carriage is shown in FIG. 1, FIG. 7, and FIG. Since there is no significant change from the embodiment shown, the effect of preventing snow accretion is obtained as in the first, second and third embodiments.

The flow straightening member 13 of the present embodiment can obtain the same effect even if the pressure increasing cylinder cover 9 shown in FIG. 4 is changed to the shape of the flow straightening member 13 as shown in FIG. 2 or FIG. .
That is, since the flow of the entire carriage is not greatly changed from the embodiment shown in FIGS. 1, 6, 7 and 8, it is worn similarly to the first, second, third and fourth embodiments. Snow reduction effect is obtained.

  As described above, according to the present invention, the streamline rectifying member provided inside the bogie gap of the railway vehicle can suppress the mainstream including snow from entering the bogie, so that the motor, gear It is possible to prevent the mainstream including snow from directly colliding with many devices constituting a cart such as a box and a shaft box, and snow can be prevented. In addition, by using a plurality of streamline rectifying members installed inside the carriage, it is possible to reduce the fluid force fluctuation applied to one rectifying member and solve the problem in terms of strength reliability. Moreover, the problem can be solved in terms of maintainability by installing the rectifying member only around the bogie equipment which is the main snow landing location. Further, by making the flow straightening member movable in the lateral direction perpendicular to the vehicle traveling direction, safety during traveling is ensured and workability during maintenance is improved.

FIG. 1 is a plan view showing a first embodiment of the present invention. FIG. 2 is a longitudinal sectional view of the rectifying member in the first embodiment of the present invention. FIG. 3 is a side view showing the flow in the first embodiment of the present invention. FIG. 4 is a side view showing the flow in the conventional cart structure. FIG. 5 is a side view showing the flow when there is no pressure-increasing cylinder in the conventional cart structure. FIG. 6 is a plan view showing a second embodiment of the present invention. FIG. 7 is a plan view showing a third embodiment of the present invention. FIG. 8 is a longitudinal sectional view of a rectifying member showing a fourth embodiment of the present invention. FIG. 9 is a plan view showing an embodiment described in Japanese Patent No. 3173255. FIG. 10 is a side view showing an embodiment described in Japanese Patent No. 3173255. FIG. 11 is a plan view showing a conventional cart structure.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Wheel, 3 ... Axle, 4 ... Motor, 5 ... Gear box, 6 ... Bogie frame, 7 ... Shaft box, 8 ... Single link, 9 ... Booster cylinder cover, 10 ... Front side closing plate, DESCRIPTION OF SYMBOLS 11 ... Back side closing board, 12 ... Carriage cover, 13 ... Wind-control structure, 21 ... Vehicle moving direction, 22 ... Flow under floor, 23 ... Ground.

Claims (5)

A gap formed by a blocking plate provided on the front side and the rear side in the direction in which the vehicle body travels, and a vehicle frame, wheels on both ends, and two in the traveling direction In a railway vehicle comprising an axle having an axle box in which a bearing that couples the axle is installed, and a carriage composed of a single link that couples the carriage frame and the vehicle body and transmits driving force .
In the gap portion, a rectifying member having a streamlined front and rear edge shape of the vehicle body is provided, and the rectifying members are installed in two locations in the sleeper direction of the carriage so as to avoid the one link, A railway vehicle characterized in that the lower surface is installed so as to be substantially the same height as the lower surface of the floor of the vehicle body . In the railway vehicle according to claim 1,
A railcar characterized in that a cross-sectional shape of a front edge and a rear edge of the straightening member is circular or elliptical. In the railway vehicle according to claim 1,
The railcar characterized in that the flow straightening member is separated to the left and right with respect to the traveling direction of the vehicle, and the lateral dimension of the straightening member is perpendicular to the vehicle traveling direction . In the railway vehicle according to claim 1,
The railcar is characterized in that the straightening member is separated into left and right with respect to the traveling direction of the vehicle, and the lateral dimension of the straightening member is perpendicular to the traveling direction of the vehicle. In the railway vehicle according to claim 1,
The railway vehicle characterized in that the rectifying member is movable in a lateral direction perpendicular to the traveling direction of the vehicle.

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